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(No Model.)

G. P. CAMPBELL.

GARBRAKE.

No. 317,088. Patented May 5, 1885;

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PETERS. Phalohthogupher. Washington. 0. C.

UNITED STATES PATENT OFFICE.

GEORGE P. CAMPBELL, OF CINCINNATI, OHIO, ASSIGNOR OF ONE-HALF TO JOHN O.SLOAN, OF SAME PLACE.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 317,088, dated May 5,1885. Application filed December 9, 1884. (No model.)

To all whom it may concern.-

Be it known that I, GEORGE P. CAMPBELL, a citizen of the United States,and a resident of Cincinnati, in the county of Hamilton and State ofOhio, have invented certain new and useful Improvements in Oar-Brakes,of which the following is a specification.

The object of my invention is a convenient attachment to railway cars,whereby the brakes may be simultaneously applied to all the cars of thetrain by the engineer, and should the train or any of the cars becomedetached the brakes may be applied in the usual manner. I

The invention consists in certain novel coupling devices, which areactuated by the caraxles to operate the ,brakes now in common use, sothat the brakes may be used when desired the same as before myimprovements were attached.

In the accompanying drawings, Figure 1 is a longitudinal verticalsection of a portion of a locomotive cab embodying my improvements. Fig.2 is a similar section of a portion of a platform-car having my improvedbrake attachment applied, the section being taken through line as a; ofFig. 3, which is a plan view of the trucks wheels with the platform andconnections removed.

The brake here represented is one of the common kind used uponfreight-cars,for which my invention is especially intended, and any ofthe common forms of brakes may be used.

Mounted in hangers A, secured to the under side of the car-body, is ashaft, B, which is provided with a friction-clutch, C D. This shaft isdriven by a sprocket-chain, E, from a wheel, 6, which is secured uponthe car-axle, and passes over another sprocket-wheel, e, secured uponthe shaft B. The clutch G D may be of any approved form. That shown isthe ordinary cone-clutch. To the loose member G is secured a wire-rope,F, which is connected at the opposite end to a rod, F, and through it tothe brake-lever G. The coneshaped collar D, which forms the other memberof the clutch,is splined upon the shaft B, and is forced into frictionalconnection with the pulley G by the cam-lever H, which is fulcrumed upona bracket, H, depending from the bottom of the car. nected to theordinary hand-brake staff at each end of the car by a rod, h, and chainsh. The chains h of all the cars are connected together and to the chainor wire rope j under the locomotive by coupling chains or ropes J. Thecable j, which is connected to the clutch under the locomotive, hassecured upon it a collar, j, between which and a standard, 7' is acoiled spring, I, which is compressed as the rope is wound around thepulley, and by its recoil slackens the cable when the clutch isreleased. The coupling-cone D upon the 10- comotive is engaged with ordisengaged from the pulley around whichthe cable j is wound by a forkedlever, K, fulcrumed in the locomotive-cab, and having its handle in aconvenient position to be reached by the engineer.

. The brakes of the locomotive may of course be operated the same asdescribed above by connecting the brake-lever by a wire-cable to theclutch. I have shown the clutch under the locomotive secured upon thewheel-axle; but it is immaterial whether it be upon the axle or upon anindependent shaft actuated by the axle.

It will be seen that when the clutch under the locomotive is engaged bythe engineer through the lever K,that cable j will be wound around it,and thus the clutches O D under all the cars coupled and all the brakesthrown on, and that when it is released the brakes of all the cars willbe released. Should any of the cars become detached, the brakes can bethrown on by coupling the clutch by the handbrake staff from either endof the car.

I have shown here the brake-lever discon nected from the brake-staff andattached to the friction-clutch; but it is evident that the brakes maybe connected to the clutch by an independent connecting-cable withoutdisturbing the mechanism now used for throwing the brakes. In such caseit would be better to also provide an independent cable to couple allthe levers H to the clutch under the locomotive; but the form I haveshown is, I think, the simplest and most effective in use.

1. The combination of a car-brake mechanism, a clutch actuated by thecar-axle, a cable This lever H i 001}, p

connecting the clutch-pulley and brake-lever, I the locomotive-axle, alever to actuate the and a lever to couple the clutch with a cable orsimilar means to connect the clutch-lever with the brake-staff andclutch on the locomotive and under the control of the engineer,substantially as specified.

2 The combination, substantially as specified, of the catch 0 D, uponindependent shaft B, the chain E, and pulleys e 6, with a carbrakemechanism, and the lever H, and connections F F k h J, for the purposespecified.

3. The combination of the clutch driven by clutch having its handle inthe cab to be conveniently operated by the engineer, and connectingdevices to couple the said clutch to the brake mechanism, with spring Iarranged between a collar upon the cable f and a stationary bracket 011thelocomotive, substantially as specified.

GEORGE P. CAMPBELL. \Vitn esses:

CASPER MILEs, GEO. J. MURRAY.

